US20030040394A1 - Power train assembly - Google Patents
Power train assembly Download PDFInfo
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- US20030040394A1 US20030040394A1 US10/124,644 US12464402A US2003040394A1 US 20030040394 A1 US20030040394 A1 US 20030040394A1 US 12464402 A US12464402 A US 12464402A US 2003040394 A1 US2003040394 A1 US 2003040394A1
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- output
- subassembly
- power transfer
- transfer unit
- final drive
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
- B60K17/346—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear
Definitions
- the present invention generally relates to motor vehicle power train assemblies. More specifically, the present invention relates to an all wheel drive power train assembly.
- the power transfer unit 10 includes a housing 12 within which is located a gear set 14 comprised of a parallel gear set 16 and a non-parallel gear set 18 .
- the parallel gear set 16 includes a cylindrical extension 20 that operates as its input and this input 20 is coupled to the transversely oriented output 22 of the transmission assembly by way of a splined engagement 24 .
- the cylindrical extension 20 is off of a gear wheel 26 or may be a sleeve to which the gear wheel 26 mounts. From the gear wheel 26 , power is transferred through a second and third gear wheel, respectively 32 and 34 .
- These gear wheels 32 and 34 are each supported on bearings 36 for rotation about axes 38 and 40 that are parallel to the rotational axis 28 of the first gear wheel 26 .
- the non-parallel gear set 18 includes a bevel ring gear 44 that is mounted to a shaft or sleeve 42 onto which the third wheel gear 34 is mounted or formed therewith.
- the bevel ring gear 44 engages a bevel pinion gear 46 mounted to another shaft 48 whose axis is generally perpendicular (and therefore non-parallel) to that of shaft 42 .
- Mounted to an opposing end of the shaft 48 is an output member 50 , illustrated as including a flange 52 and appropriately located bolt openings 54 .
- the latter features enable the output member 50 to be bolted to a rear drive shaft (not shown).
- the line 56 along which the gear wheels 26 , 32 and 34 of the parallel gear set 16 engage with one another generally corresponds with the axis about which the output member 50 rotates.
- this line 56 may be offset from the centerline of the vehicle.
- the axis 28 of input into the power transfer unit 10 is offset, vertically or elevationally in the vehicle, relative to the output axis 58 about which the output member 50 rotates.
- the non-parallel gear set 18 is a hypoid beveled gear set where the axis of rotation 40 of the bevel ring gear 44 does not intersect the axis 58 of rotation of the bevel gear 46 .
- a final drive unit Located within the transmission assembly, and before the output 22 thereof, is a final drive unit (illustrated schematically as box 57 ).
- the final drive unit 57 performs the last torque multiplication in the power train and is configured in any one of a number of conventional constructions well known in the art.
- One such construction is a planetary gear set with the input to the final drive unit 57 being through a sun gear while the output of the final drive assembly 57 is through a ring gear.
- the ring gear may be directly coupled to the transmission output 22 and therefore a large amount of torque is delivered to the power transfer unit 10 .
- the components of the power transfer unit 10 must be robust enough for high torque loads to pass therethrough. This adds size, weight and expense to the power transfer unit 10 .
- a power train embodying the principles of the present invention is provided with intermediate output of a transmission that delivers power from the engine to a center differential (a planetary gear differential), which splits and transfers torque to the front wheels and the rear wheels of the vehicle.
- a center differential a planetary gear differential
- the power transfer unit can be utilized on the transaxle before the final drive assembly. This allows the power transfer unit's components to be smaller, lighter and simpler in design.
- the sun gear of the center differential causes rotation of a sleeve, which in turn is the input into a planetary gear, final drive unit.
- the final drive unit multiplies the torque and transfers power to the front differential, which is illustrated as a bevel differential. Thereafter power is provided to the half shafts and subsequently to the front wheels.
- another sleeve coupled to the carrier of the center differential, operates as the input member for the power transfer unit and is splined to the input gear wheel of the parallel gear set.
- a gear wheel, chain, belt or other feature connects the input gear wheel to an output gear wheel of the parallel gear set which is integrally formed with a sleeve or splined to a shaft.
- the sleeve or shaft operates as the output of the parallel gear set and is connected to the input of a nonparallel gear set.
- power is generally transferred via the sleeve or shaft to a set of bevel gears and specifically from an input or first axis to a second axis that is non-parallel to the input axis.
- This transfer of power is effectuated by a first bevel gear mounted or integrally formed on an opposite end of the sleeve or shaft to which the output gear wheel is mounted.
- a second bevel gear (engaging the first bevel gear) is mounted to a shaft, or integrally formed with the shaft, and operates as the output of the non-parallel gear set.
- an output member coupled to the shaft transfers power to the rear wheel drive shaft from the non-parallel gear set.
- FIG. 1-i a is a cross-sectional view of a power train assembly according to the prior art and incorporating a power transfer unit;
- FIG. 1 b is a cross-sectional view, taken generally along line 1 b - 1 b in FIG. 1 a, further illustrating a power train assembly according to the prior art
- FIG. 2 is a combined schematic and cross-sectional view of a power train assembly according to the principles of the present invention.
- the power train assembly 100 principally includes a power plant 101 , a transmission assembly 102 , a power transfer unit 104 , a rear drive line 106 , a final drive unit 108 and a front drive line 110 .
- a power plant 101 principally includes a power plant 101 , a transmission assembly 102 , a power transfer unit 104 , a rear drive line 106 , a final drive unit 108 and a front drive line 110 .
- FIG. 2 The power train assembly 100 principally includes a power plant 101 , a transmission assembly 102 , a power transfer unit 104 , a rear drive line 106 , a final drive unit 108 and a front drive line 110 .
- FIG. 2 principally includes a power plant 101 , a transmission assembly 102 , a power transfer unit 104 , a rear drive line 106 , a final drive unit 108 and a front drive line 110 .
- FIG. 2 principally includes a power plant 101 , a transmission assembly
- Two primary components illustrated schematically include the rear drive line 106 and the front drive line 108 .
- the rear drive line 106 terminates in a left and right rear wheels 112 , 114 that are coupled to the left and right rear half shafts, collectively referred to as the rear axle 116 .
- a rear differential (not shown) splits torque or power between the rear wheels 112 and 114 and is coupled by a rear drive shaft 118 to the power transfer unit 104 .
- the front drive line 110 similarly includes left and right front wheels 120 , 121 coupled to left and right half shafts 122 , 124 .
- the half shafts 122 , 124 are in turn coupled to the left and right outputs of a front differential 126 .
- the front differential 126 splits torque between the front wheels 120 , 121 and receives torque from the final drive unit 108 , where both the front differential 126 and the final drive unit 108 are more fully described below.
- the power plant 101 will be an internal combustion engine. It could, however, be other types of engines or power plants including diesel, hybrid electric, fuel cell, etc. As will be readily appreciated, these and other types of power plants will similarly effect and alter various other components of the power train assembly 100 from that described herein.
- the power plant 101 is coupled to the transmission assembly 102 , which may be of a manual or automatic variety.
- the transmission assembly 102 includes an output 128 that is coupled through a center differential 132 to the input of the power transfer unit 104 and to the input of the first drive unit 108 .
- the output of the transmission assembly 102 is seen as an externally splined sleeve 128 .
- an internally splined hub 136 is engaged.
- the opposing end of the hub 138 forms the input for the center differential 132 mentioned above.
- the center differential 132 utilized in the present invention is a planetary gear differential with the end of the hub 136 forming an internally toothed ring gear 138 thereof.
- Planet gears 140 are mounted for rotation about pins 142 and provide an output from the center differential 132 to the rear wheels 112 , 114 of the vehicle.
- a sun gear 144 provides the output to the front wheels 120 , 121 of the vehicle.
- torque is split in the center differential 132 with 60% of the power being transmitted to the front drive line 110 and 40% of the power being transmitted to the rear drive line 106 .
- the torque split ratio may be altered as required by other vehicle design criteria.
- the sun gear 144 In transferring its output torque to the front drive line 110 , the sun gear 144 causes rotation of a sleeve 146 that is integrally formed with the sun gear 144 , as shown, or may be engaged with the sun gear 144 in a splined or other appropriate engagement.
- the opposing end of the sleeve 146 is provided with external teeth and forms the input and sun gear 148 of the final drive unit 108 , which is accordingly a planetary gear set.
- the fixed gear of the final drive unit 108 is a ring gear 150 , which is illustrated as being coupled to the housing 134 mentioned above.
- Planet gears 152 of the final drive unit 108 are supported on pins 154 that are in turn coupled to a carrier 156 that is the output of the final drive unit 108 .
- a central sleeve 158 extends from the carrier 156 and the sleeve 158 is internally splined so as to receive an extension 160 that operates as the input for the front differential 126 .
- the final drive assembly 108 multiplies the torque transferred to it from the center differential 132 . While illustrated as a planetary gear set, the final drive unit 108 may alternatively employ other types of torque multiplication mechanisms and schemes.
- a bevel gear differential the extension 160 is integrally formed with the differential housing 162 and a center pin 164 is supported by and extends diametrically through the differential housing 162 .
- Pinion gears 166 rotatably mounted about the center pin 164 , correspondingly engage with side gears 168 mounted to the inboard ends of the left and right half shafts 122 , 124 .
- power from the final drive unit 108 is transmitted to the front wheels 120 , 121 through and with the front differential 126 permitting relative rotation between the front wheels 120 , 121 as the vehicle undergoes cornering.
- the planet gears 140 and pins 142 of the center differential are coupled to a carrier 170 .
- the carrier 170 is coupled in parallel to the power transfer unit 104 and a biasing device 212 .
- the biasing device 212 limits the amount of torque that can be transferred to the power transfer unit 104 through the center differential 132 . This is achieved by incorporating into the biasing device 212 elements which inhibit movement rotation of the carrier 170 and therefore the rotational input speed to an input gear wheel 172 of the power transfer unit 104 . By retarding the rotational speed of the carrier 170 and input gear wheel 172 , an increased amount of torque is effectively transferred to the vehicle drive line.
- Biasing devices 212 of the general variety which may be employed with the present invention are well known and include, without limitation, friction clutch packs actuated through a variety of means including mechanical, hydraulic, viscous, electromechanical and other means.
- the carrier 170 is coupled in parallel to the input gear wheel 172 of the power transfer unit 104 .
- the carrier 170 supports the input gear wheel 172 .
- the gear wheel 172 is provided with an internally splined passageway allowing it to be mounted to an externally splined cylindrical extension of the carrier 170 .
- Alternative engagements could similarly be used.
- the gear wheel 172 operates as the input for the power transfer unit 104 mentioned above and is part of a parallel gear set 174 .
- parallel gear set is intended to refer to any mechanism (including without limitation mechanisms having gear wheels, such as gear trains and chain gears, and mechanisms without gear wheels, such as belt systems) which transfers power from a first shaft or axis to a second shaft or axis, wherein the first and second axes are generally parallel.
- representative types of structures include straight, helical or spiral gear trains.
- the first or input gear wheel 172 of the parallel gear set 174 is preferably a helical gear but may alternatively be a spur gear, and is positioned to rotate about an axis that is coaxial with the axis defined by the front half shafts 122 , 124 .
- the gear wheel 172 engages a second gear wheel 176 of the parallel gear set 174 .
- the second gear wheel 176 is supported by bearings 178 within the housing 134 for rotation about an axis 180 which is substantially parallel to the axis defined by the front half shafts 122 , 124 .
- the output gear of the parallel gear set 174 is a driven gear 182 integrally formed on one end of a sleeve 184 that is supported by bearings 186 for rotation about a third axis 188 .
- the driven gear 182 may be mounted to the sleeve 184 .
- the opposing end of the sleeve 184 forms the input for a non-parallel gear set 190 of the power transfer unit 104 .
- non-parallel gear set is intended to refer to any mechanism, including without limitation mechanisms with gear wheels, such as gear trains and chain gears, and mechanisms without gear wheels, such as belt systems, for transferring power from a first shaft or axis to a second shaft or axis, wherein the second axis is not generally parallel to the first axis.
- gear wheels such as gear trains and chain gears
- gear wheels such as belt systems
- One illustrative structure is a beveled gear set. It is noted that the first and second axes need not intersect one another and, as such, another illustrative structure is a hypoid bevel gear set.
- first bevel gear 192 is shown as being integrally formed with the sleeve 184 for rotation about axis 188 .
- first bevel gear 192 may be mounted to the sleeve 184 .
- the second bevel gear 194 while engaging the first bevel gear 192 , is mounted for rotation about an axis 198 which is generally not parallel to axis 188 . Instead, this axis 198 is generally perpendicular to axis 188 .
- a shaft 200 Integrally formed with the second bevel gear 194 is a shaft 200 , which is supported within the housing 134 by bearings 196 .
- the distal end 202 of the shaft 200 is externally splined and engages an output member 204 retained on the shaft 200 by a retainer nut 206 or similar mechanism.
- the nut 206 is threadably engaged with the end 202 of the shaft.
- a flange 208 provided with a series of bolt holes 210 enables the output member 204 to readily be connected to rear drive line 106 and specifically the rear drive shaft
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Abstract
Description
- The present this invention claims the benefit of U.S. provisional application Serial No. 60/315,118, filed Aug. 27, 2001, entitled “Power Train Assembly”.
- 1. Field of the Invention
- The present invention generally relates to motor vehicle power train assemblies. More specifically, the present invention relates to an all wheel drive power train assembly.
- 2. Description of the Prior Art
- Historically, automobiles in the United States have primarily utilized rear wheel drive power delivery schemes. In adapting these rear wheel drive schemes into four wheel drive applications, a transfer case was, and often still is, positioned at the output of the transmission assembly. When engaged, the transfer case diverts a portion of the power coming from the transmission assembly from the rear wheels to the front wheels.
- Today, a significant portion of new automobiles in the United States, and perhaps the world, are front wheel drive based vehicles. In a typical front wheel drive vehicle, typically both the engine and the transmission assembly are transversely oriented relative to the vehicle. By positioning the engine and transmission assembly transversely in the vehicle, a more direct coupling of the transmission assembly to the vehicle's transaxle and front wheels is achieved. In doing so, the final drive unit (where the last torque multiplication takes place) and the front wheel differential are often incorporated directly into the transmission assembly itself.
- With front wheel drive vehicles themselves becoming a mature market, a recent trend in the automobile industry has been to adapt front wheel drive schemes for all or four wheel drive applications. This is accomplished by providing a power transfer unit that diverts a portion of the power from the front wheels to a rear wheel drive shaft and, subsequently, the rear wheels.
- Seen in FIGS. 1a and 1 b is a typical prior art
power transfer unit 10. Thepower transfer unit 10 includes ahousing 12 within which is located agear set 14 comprised of aparallel gear set 16 and anon-parallel gear set 18. Theparallel gear set 16 includes acylindrical extension 20 that operates as its input and thisinput 20 is coupled to the transverselyoriented output 22 of the transmission assembly by way of asplined engagement 24. Thecylindrical extension 20 is off of a gear wheel 26 or may be a sleeve to which the gear wheel 26 mounts. From the gear wheel 26, power is transferred through a second and third gear wheel, respectively 32 and 34. Thesegear wheels bearings 36 for rotation aboutaxes rotational axis 28 of the first gear wheel 26. - The
non-parallel gear set 18 includes abevel ring gear 44 that is mounted to a shaft orsleeve 42 onto which thethird wheel gear 34 is mounted or formed therewith. Thebevel ring gear 44 engages abevel pinion gear 46 mounted to anothershaft 48 whose axis is generally perpendicular (and therefore non-parallel) to that ofshaft 42. Mounted to an opposing end of theshaft 48 is anoutput member 50, illustrated as including aflange 52 and appropriately locatedbolt openings 54. The latter features enable theoutput member 50 to be bolted to a rear drive shaft (not shown). - As seen in FIG. 1a, the
line 56 along which thegear wheels output member 50 rotates. When locating of thepower transfer unit 10 relative to the output of thetransmission 22, thisline 56 may be offset from the centerline of the vehicle. Additionally and as seen in FIG. 1b, theaxis 28 of input into thepower transfer unit 10, is offset, vertically or elevationally in the vehicle, relative to theoutput axis 58 about which theoutput member 50 rotates. This “drop” or height decrease from thetransmission assembly output 22 to theoutput member 50 results from the relative positioning of the first, second and thirdhelical gears parallel gear set 16, in conjunction with thenon-parallel gear set 18. Thenon-parallel gear set 18 is a hypoid beveled gear set where the axis ofrotation 40 of thebevel ring gear 44 does not intersect theaxis 58 of rotation of thebevel gear 46. - Located within the transmission assembly, and before the
output 22 thereof, is a final drive unit (illustrated schematically as box 57). Thefinal drive unit 57 performs the last torque multiplication in the power train and is configured in any one of a number of conventional constructions well known in the art. One such construction is a planetary gear set with the input to thefinal drive unit 57 being through a sun gear while the output of thefinal drive assembly 57 is through a ring gear. The ring gear may be directly coupled to thetransmission output 22 and therefore a large amount of torque is delivered to thepower transfer unit 10. - Since the
power transfer unit 10 receives power after thefinal drive assembly 57, the components of thepower transfer unit 10 must be robust enough for high torque loads to pass therethrough. This adds size, weight and expense to thepower transfer unit 10. - In view of the above and other limitations on the prior art, it is an object of the present invention to provide a drive train construction that permits a simpler design of various components, a decrease in the weight of the drive train, a compact construction and a limited amount of power transferred to the rear wheels.
- In overcoming the above and other limitations on the prior art, a power train embodying the principles of the present invention is provided with intermediate output of a transmission that delivers power from the engine to a center differential (a planetary gear differential), which splits and transfers torque to the front wheels and the rear wheels of the vehicle. Through utilization of the power flow scheme of the present invention, it will readily be seen that the power transfer unit can be utilized on the transaxle before the final drive assembly. This allows the power transfer unit's components to be smaller, lighter and simpler in design.
- In transferring torque to the front wheels, the sun gear of the center differential causes rotation of a sleeve, which in turn is the input into a planetary gear, final drive unit. The final drive unit multiplies the torque and transfers power to the front differential, which is illustrated as a bevel differential. Thereafter power is provided to the half shafts and subsequently to the front wheels.
- In transferring torque to the rear wheels, another sleeve, coupled to the carrier of the center differential, operates as the input member for the power transfer unit and is splined to the input gear wheel of the parallel gear set. A gear wheel, chain, belt or other feature connects the input gear wheel to an output gear wheel of the parallel gear set which is integrally formed with a sleeve or splined to a shaft. The sleeve or shaft operates as the output of the parallel gear set and is connected to the input of a nonparallel gear set.
- In the non-parallel gear set, power is generally transferred via the sleeve or shaft to a set of bevel gears and specifically from an input or first axis to a second axis that is non-parallel to the input axis. This transfer of power is effectuated by a first bevel gear mounted or integrally formed on an opposite end of the sleeve or shaft to which the output gear wheel is mounted. A second bevel gear (engaging the first bevel gear) is mounted to a shaft, or integrally formed with the shaft, and operates as the output of the non-parallel gear set. Finally, an output member coupled to the shaft transfers power to the rear wheel drive shaft from the non-parallel gear set.
- Simultaneous with the transfer of power to the power transfer unit and the rear wheels, power from the center differential is transferred in parallel to a biasing or torque limiting device. This device is coupled to the input gear wheel of the power transfer unit and operates so as to limit the amount of torque transferred therethrough to the rear wheels.
- Additional benefits and advantages of the present invention will become apparent to those skilled in the art, to which the present invention relates, from the subsequent description of the preferred embodiments and the appended claims, taken in conjunction with the accompanying drawings.
- FIG. 1-i a is a cross-sectional view of a power train assembly according to the prior art and incorporating a power transfer unit;
- FIG. 1b is a cross-sectional view, taken generally along line 1 b-1 b in FIG. 1a, further illustrating a power train assembly according to the prior art; and
- FIG. 2 is a combined schematic and cross-sectional view of a power train assembly according to the principles of the present invention.
- Referring now to the drawings, a power train assembly according to the principles of the present invention is illustrated in FIG. 2 and generally designated at100. The
power train assembly 100 principally includes apower plant 101, atransmission assembly 102, apower transfer unit 104, arear drive line 106, afinal drive unit 108 and afront drive line 110. As will be readily noted, some of the components mentioned above are schematically illustrated in FIG. 2, and are therefore not to scale, while other components are illustrated cross-sectionally and in detail. Of those components illustrated schematically, it is submitted that the features thereof will be readily appreciated by persons skilled in the art to which the present invention relates. In the interest of clarity and conciseness, these components are therefore only briefly mentioned and discussed in context with other components described in greater detail. - Two primary components illustrated schematically include the
rear drive line 106 and thefront drive line 108. As seen in FIG. 2, therear drive line 106 terminates in a left and rightrear wheels rear axle 116. A rear differential (not shown) splits torque or power between therear wheels rear drive shaft 118 to thepower transfer unit 104. - The
front drive line 110 similarly includes left and rightfront wheels right half shafts half shafts front differential 126. The front differential 126 splits torque between thefront wheels final drive unit 108, where both thefront differential 126 and thefinal drive unit 108 are more fully described below. - Also shown schematically in FIG. 2 are the
power plant 101 andtransmission assembly 102. In most instances, thepower plant 101 will be an internal combustion engine. It could, however, be other types of engines or power plants including diesel, hybrid electric, fuel cell, etc. As will be readily appreciated, these and other types of power plants will similarly effect and alter various other components of thepower train assembly 100 from that described herein. Thepower plant 101 is coupled to thetransmission assembly 102, which may be of a manual or automatic variety. Thetransmission assembly 102 includes anoutput 128 that is coupled through a center differential 132 to the input of thepower transfer unit 104 and to the input of thefirst drive unit 108. - The output of the
transmission assembly 102 is seen as an externallysplined sleeve 128. Onto thissleeve 128, an internallysplined hub 136 is engaged. The opposing end of thehub 138 forms the input for the center differential 132 mentioned above. - The center differential132 utilized in the present invention is a planetary gear differential with the end of the
hub 136 forming an internallytoothed ring gear 138 thereof. Planet gears 140 are mounted for rotation aboutpins 142 and provide an output from the center differential 132 to therear wheels sun gear 144 provides the output to thefront wheels front drive line rear drive line 106. Obviously, the torque split ratio may be altered as required by other vehicle design criteria. - In transferring its output torque to the
front drive line 110, thesun gear 144 causes rotation of asleeve 146 that is integrally formed with thesun gear 144, as shown, or may be engaged with thesun gear 144 in a splined or other appropriate engagement. The opposing end of thesleeve 146 is provided with external teeth and forms the input andsun gear 148 of thefinal drive unit 108, which is accordingly a planetary gear set. The fixed gear of thefinal drive unit 108 is aring gear 150, which is illustrated as being coupled to thehousing 134 mentioned above. Planet gears 152 of thefinal drive unit 108 are supported onpins 154 that are in turn coupled to acarrier 156 that is the output of thefinal drive unit 108. - A
central sleeve 158 extends from thecarrier 156 and thesleeve 158 is internally splined so as to receive anextension 160 that operates as the input for thefront differential 126. Thefinal drive assembly 108 multiplies the torque transferred to it from thecenter differential 132. While illustrated as a planetary gear set, thefinal drive unit 108 may alternatively employ other types of torque multiplication mechanisms and schemes. - At the
front differential 126, a bevel gear differential, theextension 160 is integrally formed with thedifferential housing 162 and acenter pin 164 is supported by and extends diametrically through thedifferential housing 162. Pinion gears 166, rotatably mounted about thecenter pin 164, correspondingly engage with side gears 168 mounted to the inboard ends of the left andright half shafts final drive unit 108 is transmitted to thefront wheels front wheels - In transferring power to the
rear wheels carrier 170. Thecarrier 170 is coupled in parallel to thepower transfer unit 104 and abiasing device 212. Thebiasing device 212 limits the amount of torque that can be transferred to thepower transfer unit 104 through thecenter differential 132. This is achieved by incorporating into thebiasing device 212 elements which inhibit movement rotation of thecarrier 170 and therefore the rotational input speed to aninput gear wheel 172 of thepower transfer unit 104. By retarding the rotational speed of thecarrier 170 andinput gear wheel 172, an increased amount of torque is effectively transferred to the vehicle drive line.Biasing devices 212 of the general variety which may be employed with the present invention are well known and include, without limitation, friction clutch packs actuated through a variety of means including mechanical, hydraulic, viscous, electromechanical and other means. - As mentioned above, the
carrier 170 is coupled in parallel to theinput gear wheel 172 of thepower transfer unit 104. In the illustrated construction, thecarrier 170 supports theinput gear wheel 172. Thegear wheel 172 is provided with an internally splined passageway allowing it to be mounted to an externally splined cylindrical extension of thecarrier 170. Alternative engagements could similarly be used. - The
gear wheel 172 operates as the input for thepower transfer unit 104 mentioned above and is part of aparallel gear set 174. As used herein, the term “parallel gear set” is intended to refer to any mechanism (including without limitation mechanisms having gear wheels, such as gear trains and chain gears, and mechanisms without gear wheels, such as belt systems) which transfers power from a first shaft or axis to a second shaft or axis, wherein the first and second axes are generally parallel. By way of illustration and not limitation, representative types of structures include straight, helical or spiral gear trains. - The first or
input gear wheel 172 of the parallel gear set 174 is preferably a helical gear but may alternatively be a spur gear, and is positioned to rotate about an axis that is coaxial with the axis defined by thefront half shafts gear wheel 172 engages asecond gear wheel 176 of theparallel gear set 174. Thesecond gear wheel 176 is supported bybearings 178 within thehousing 134 for rotation about anaxis 180 which is substantially parallel to the axis defined by thefront half shafts - The output gear of the parallel gear set174 is a driven
gear 182 integrally formed on one end of asleeve 184 that is supported bybearings 186 for rotation about athird axis 188. Alternatively, the drivengear 182 may be mounted to thesleeve 184. The opposing end of thesleeve 184 forms the input for a non-parallel gear set 190 of thepower transfer unit 104. - As used herein, the term “non-parallel gear set” is intended to refer to any mechanism, including without limitation mechanisms with gear wheels, such as gear trains and chain gears, and mechanisms without gear wheels, such as belt systems, for transferring power from a first shaft or axis to a second shaft or axis, wherein the second axis is not generally parallel to the first axis. One illustrative structure is a beveled gear set. It is noted that the first and second axes need not intersect one another and, as such, another illustrative structure is a hypoid bevel gear set.
- In the non-parallel gear set190, power is transferred via the
sleeve 184 to an input orfirst bevel gear 192 and then to asecond bevel gear 194. Thefirst bevel gear 192 is shown as being integrally formed with thesleeve 184 for rotation aboutaxis 188. Alternatively, thefirst bevel gear 192 may be mounted to thesleeve 184. - The
second bevel gear 194, while engaging thefirst bevel gear 192, is mounted for rotation about anaxis 198 which is generally not parallel toaxis 188. Instead, thisaxis 198 is generally perpendicular toaxis 188. - Integrally formed with the
second bevel gear 194 is ashaft 200, which is supported within thehousing 134 bybearings 196. Thedistal end 202 of theshaft 200 is externally splined and engages anoutput member 204 retained on theshaft 200 by aretainer nut 206 or similar mechanism. Thenut 206 is threadably engaged with theend 202 of the shaft. A flange 208 provided with a series of bolt holes 210 enables theoutput member 204 to readily be connected torear drive line 106 and specifically the rear drive shaft - While the above description constitutes the preferred embodiments of the present invention, it will be appreciated that the invention is suceptible to modification, variation and change without departing from the proper scope and fair meaning of the accompanying claims.
Claims (21)
Priority Applications (1)
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US10/124,644 US6719660B2 (en) | 2001-08-27 | 2002-04-17 | Power train assembly |
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US31511801P | 2001-08-27 | 2001-08-27 | |
US10/124,644 US6719660B2 (en) | 2001-08-27 | 2002-04-17 | Power train assembly |
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US6719660B2 US6719660B2 (en) | 2004-04-13 |
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Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
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US20050090356A1 (en) * | 2003-10-28 | 2005-04-28 | Sinichiro Nakajima | Power transmission system for vehicle |
US20090120706A1 (en) * | 2007-11-09 | 2009-05-14 | Janson David A | Power Takeoff for All-Wheel-Drive Systems |
US20100062891A1 (en) * | 2008-09-09 | 2010-03-11 | Todd Ekonen | Power take-off unit with active coupling and hypoid disconnect system |
WO2010104853A2 (en) * | 2009-03-09 | 2010-09-16 | Magna Powertrain Of America, Inc. | All-wheel drive with active dry disconnect system |
US8469854B1 (en) * | 2012-05-15 | 2013-06-25 | American Axle & Manufacturing, Inc. | Disconnectable driveline for all-wheel drive vehicle |
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US9199535B2 (en) | 2012-05-15 | 2015-12-01 | American Axle & Manufacturing, Inc. | Disconnectable driveline for all-wheel drive vehicle |
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